Modular bus body assembly

ABSTRACT

A bus body is constructed from a combination of standard body modules selected from a plurality of standard types of modules. The standard body modules generally fit in more than one location longitudinally along the vehicle chassis.

BACKGROUND OF THE INVENTION

1. Technical Field

The invention relates to motor vehicle body assembly and moreparticularly to a system and method of bus body assembly allowingdifferentiation in configuration using standard body sections.

2. Description of the Problem

Operators of coaches and busses, particularly school busses, oftendemand specialized body configurations in terms of the location for exitlocations and types, body length, engine location (e.g. front engine,rear engine and conventional) and roof height. The current practice forbus construction provides for assembly of a body frame on top of achassis and then applying a skin over the body frame. This processrequires first building a floor structure as a foundation. Then roofbows, stringers and drip rails are raised on the floor assembly to makethe body's skeleton. Next, outer and inner sheet metal panels areapplied to the skeleton enclosing the body. Building vehicles in thismanner to meet differing customer requirements has demanded customlayout, specification of and cutting body elements to fit the customrequirements. All of this variation minimizes the opportunity for use ofrepetitive construction techniques and makes automation of assemblydifficult.

Automated assembly is made easier by application of a modularmanufacturing strategy. Modular manufacturing strategies typicallydeconstruct a product line (including variations) into discretesub-assemblies (modules), usually located with some degree ofarbitrariness. When the modules are combined in various numbers andarrangements multiple product configurations are possible. This type ofsub-assembly typically does not exhibit what is termed “functionalcohesion”. An example of a sub-assembly module for a motor vehicle isthe vehicle engine. An engine is part of a vehicle drive train and isregarded as a standard module in automotive and truck design. It is nota functionally cohesive module, however, because it cannot perform itsintended function without a compatible cooling system, fuel system andtransmission. When the engine is changed all of the associated drivetrain sub-assemblies are subject to change to accommodate the change ofengine. A functionally cohesive module tolerates changes in othermodules but still performs its function.

Where and how demarcations are made in defining sub-assembly units cancontrol how functionally cohesive a sub-assembly is. A bus body may bedivided into various kinds of sub-assemblies and remain “modular”. Forexample, a possible modular bus body might have floor, front end, side,rear end and roof modules. To accommodate customer requests for bussesof different lengths the side, roof and floor modules would have toprovided in different lengths. The sub-assemblies would lack cohesion.As a consequence, synchronization would be required in delivery of theparts for assembly, adding complexity to the manufacturing process.

SUMMARY OF THE INVENTION

According to the invention there is provided a bus body comprising acombination of longitudinal body sections. The longitudinal bodysections are provided in a plurality of types from which the combinationis drawn. A combination may include some or all of the types of bodysections, and may include more than one example of a particular type oflongitudinal body section. The types of longitudinal body sectionsinclude a section type adapted to fit on a chassis over a group ofwheels, a section type including an auxiliary side door, a section typeincluding a passenger boarding well and a section type having parallelfixed side walls. The section type having parallel fixed side walls isprovided in at least two standard lengths. The types of longitudinalbody sections are also provided in first and second predeterminedheights. End caps and forward assemblies for closing the oppositelongitudinal ends of the bus body are also provided.

Additional effects, features and advantages will be apparent in thewritten description that follows.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the invention are setforth in the appended claims. The invention itself however, as well as apreferred mode of use, further objects and advantages thereof, will bestbe understood by reference to the following detailed description of anillustrative embodiment when read in conjunction with the accompanyingdrawings, wherein:

FIG. 1 is a perspective view of a chassis for a truck or bus.

FIG. 2 is a side elevation of a front engine school bus.

FIGS. 3A through 3G are perspective views of each of a set oflongitudinally intermediate, modular, standardized body sections usedfor constructing a school bus body.

FIG. 4 is a perspective view of an end cap for a school bus body.

FIGS. 5A through 5F are perspective views of each of a set of front endassemblies for a school bus body.

FIG. 6A is a perspective view of the mounting of an intermediate,modular standardized body section on a bus chassis.

FIG. 6B is a cross sectional view of adjacent rib bows.

FIG. 7 is a cross sectional view illustrating floor to body side matingof the intermediate, modular, standardized sections.

FIG. 8 is a perspective view illustrating construction of floors ofsections.

FIG. 9 is a perspective view of construction of a body side.

FIGS. 10A-B are bottom plan views of possible bus body configurations.

FIG. 11 is detailed view of a joint between two floor or wall panelsegments.

FIG. 12 is an illustration of manufacturing flow for assembling vehiclesfrom modular sections.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to FIG. 1 a vehicle chassis 10 is illustrated. Thefoundational component of chassis 10 is a box frame 12. Box frame 12provides connection points for suspension elements which position rearaxle 18 and front axle 19. Rear wheels 20 and front wheels 22 aremounted on axles 18 and 19, respectively. Box frame 12 carries an engine14 and dashpanel 16 and provides a base for the construction of a bodyin accordance with the invention as taught below. Vehicle chassis 10 isconfigured for a conventional bus, that is one with the engine 14mounted forward of dashpanel 16 on the chassis and the body being builtbehind the dashpanel. However, the invention is equally applicable torear engine and front engine busses. Front engine busses have a flushfront end with the engine being mounted on the frame below the floor ofthe passenger cabin.

FIG. 2 illustrates in side elevation a front engine school bus 24. Frontengine bus 24 incorporates an engine mounted to the vehicle chassisunder the vehicle body floor at the vehicle's forward end. The bus body25 rests on a chassis supported by front wheels 30 and rear wheels 32.The interior of body 25 is normally accessed by a passenger door 36located toward the front of the vehicle, and may be accessed throughauxiliary doors at the rear of the vehicle (not shown) or the side ofthe vehicle. An auxiliary door 38 is illustrated in the side of frontengine bus 24. Exclusive of the passenger door 36 and the auxiliary door38, the length of body 25 along both sides of the vehicle, is lined bystandard sized windows 34 toward the top of the passenger cabin.

Body 25 is illustrated as comprising a plurality of section modules 40,42, 44, 46, and 48 which are arrayed lengthwise on the bus chassis.Modules 40 and 44 are repeated at different locations. The modules 40,42, 44, 46, and 48 incorporate body elements, which are repeated fromvehicle to vehicle, but which are not always located at the samelongitudinal position on the bus, such as the passenger door 36 or aside auxiliary door 38. In body 25 passenger door 36 is incorporated ina longitudinal body module 42 positioned at the front end of bus body25. In a front engine bus 24 the passenger cabin is disposed over bothsets of wheels, namely front wheels 30 and rear wheels 32. Identicalover wheel modules 40 may be used at each location, each module beinglong enough to incorporate three side windows 34 on each side. Threesections comprising uninterrupted side walls and windows 34 aredesignated as modules 44, 48. Two sections are provided by modules 44,one immediately behind front wheels 30 and the second behind rear wheels32. A module 44 has two windows 34 to a side, and module 48, locatedbetween the forward module 44 and the auxiliary door module 46, is halfagain as long as one of modules 44 and has three windows 34 to a side.

The illustrated arrangement or combination of modules for bus 24 in FIG.2 is by no means the only one possible. Auxiliary door module 46 andpassenger door module 42 are both the same length from front to back asone of modules 44, and the positions of these modules are very flexible.For example, passenger door module 42 can be placed at the back of thebus and the iteration of module 44 located there moved to the front ofthe bus in place of the passenger door module 42. The modules 44, 46 and48 located between front wheels 30 and rear wheels 32 can be rearrangedas desired. Only the over wheel modules 40 are practically limited tolocations centered over the axes of rotation of the front and rearwheels. However, for conventional busses only one over wheel module, forthe portion of the chassis over the rear wheels 32, is used. The numberor combination of modules used is varied depending upon the chassis'length. All of modules 40, 42, 44, 46 and 48 may be prefabricated inbatches and the combination used for a particular bus selected frompools of modules.

Bus body 25 is closed at opposite longitudinal ends by a front endsection 26 and an end cap 28. Front ends and end caps are alsointerchangeable parts with other busses of the same type and height.

Referring now to FIGS. 3A-G, individual module types are illustrated.Individual types of body section modules include certain genericfeatures, e.g. frames 50 for windows 34 and roof bows 52. Five basictypes of body section modules are provided, with each type coming in oneof two heights. The body section modules may have either a 78″ high roofor a 74″ high roof. The difference occurs in height differences betweenwindows as exemplified between a body section module type 44 which has awindow height of H, and body section module type 144, which has a windowframe 50 height of H-4. Modules typically come in one of two lengths,determined by the number of roof bows 52 they have. The spacing betweenroof bows 52 determines the standard lengths for the various types oflongitudinally intermediate body modules. Bows 52 are spaced by 27″ anda module includes either three bows 52 or four bows so that the lengthof a module is about 2 bow gaps (about 54″) or three bow gaps (about81″), although other gap lengths are possible. Some of the modules areillustrated with exposed roof bows 252, while other sub-assemblies arecompleted with roof 152.

The five basic types of body section modules include a short-main bodyor short seating bay module 44 of two bow 52 gaps, characterized by sidewalls 54 which are uninterrupted from front to back. Similar to shortmain body module 44 is long main body or long seating bay module 48which has four bows 52 for a length of three bow gaps and uninterruptedmain side walls 154. A floor 60 forms the bottom of short main bodysection module 44 and a longer floor 160 provides the base for long mainbody module section 48. The three remaining body section modules servemore specialized functions, or, in the case of an over wheel bodysection module 40, are adapted to fit at particular points of thechassis. Over wheel body module 40 includes four roof bows 52 giving theunit approximately a three gap length. Over wheel body modules 40 arelimited to positions over a vehicle's wheels, which means two modulesare used for rear and front engine buses and one module is used over therear wheels on busses with conventionally located engines. Over wheelbody module 40 incorporates a floor 64 having wheel wells 66 on oppositesides of the module. Two sections relate to ingress and egress from abus including a passenger door body module section 42, which includes adoor well 58 in the floor 62 and a full height passenger door 36,allowing easy access from street level, and an auxiliary door bodymodule 46, which incorporates a partial height door 38 with a lower edgesubstantially level with floor 60 of the module. The specialized modulescome in one of two body heights, however, only one height is shown forthe specialized section modules.

In addition to the body section modules, which are placed intermediatethe front and rear ends of a bus, there are also end cap assemblies 28and front end assemblies. These components are preexisting modules andcome in one basic type (in two heights) for the rear end of the vehicle,shown in FIG. 4 and as three types (again in two heights) for the frontof the vehicle. These include, high roof and low roof conventional frontends 226 and 326, high and low roof front engine assemblies 26 and 126and high and low roof rear engine front end assemblies 426 and 526,shown in FIGS. 5A-5F.

The several body section modules illustrated in FIGS. 3, 4 and 5 exhibita high degree of functional cohesion. A standard body section of FIGS.3A-D provides a bay for occupant seating, the module of FIG. 3E providesan exit door and exit aisle and all of the modules may be applied tobusses of virtually any practical length. Modules function for theirintended purpose regardless of its adjacent module, so that a pluralityof modules are required for a complete bus, positioning of one module ina particular position does not entail positioning of a specializedmodule adjacent to it. Changes to adjacent modules does not effect thefunctionality of a module. This in turn allows for producing a widevariety of bus-body configurations with only a handful of functionallycohesive modules. Bus body configuration may be specified by theselection of modules and assembly these modules do not have to besequentially line set. The present invention allows the asynchronousmanufacture of bus body modules that can than be buffered (i.e. stored)until demanded on the assembly line.

FIG. 6A illustrates positioning of a representative intermediate bodysection module, here a partial main body section module 544, on leftside and right side frame rails 70 and 72 of a vehicle chassis. Floor 60is attached to frame rails 70 and 72 by fasteners or spot welding. Bodymodule 544 rests latitudinally centered over frame rails 70, 72, withfloor 60 overlapping the rails to both sides. A side skirt 74 extendingbelow the side walls 54 of the main body of body module 544 therebyhiding frame rail 70 from view from the side. Side skirt 74 ispreferably provided as an integral part of the module.

FIG. 6B is a cross section taken along a pair of adjacent roof bows 52,brought into proximity to one another when two intermediate sectionmodules are positioned next to one another. Roof bows 52 are C-channels,with the channel face turned downwardly to provide a smooth uppersurface for the positioning of roof sections 76. As illustrated, modulesare assembled with roof bows 52 exposed and a roof applied after therest of the external body is constructed. Alternatively, the modules canbe sub-assembled with a roof skin. Where this is done, a standard moduleincorporating a roof hatch may be provided, perhaps included in one ofthe straight wall modules.

Referring to FIG. 7 possible construction details of an intermediatebody module, viewed in cross section at the base of the juncture betweenwall and floor, are shown. The detail joint designs are illustrativeonly and numerous other types of joints are possible. A floor panel 80provides a foundation, along an edge of which is disposed a seat railwith integral side skirt 88. Seat rail 88 has an inside, upward orientedflange against which is nestled the base of a side wall section (rollform shape) 84, an intermediate, horizontal section which rests on thefloor, and an outside, downward oriented flange which provides a skirt74. Skirt 74 extends well below the level of floor section (roll formshape) 80 and accordingly is braced by gussets 86, one of which is shownto be fitted between the underside of the floor section 80 and skirt 74.Floor section 80 are preferably spot welded to seat rail 88. Sidewall/body side 84 is preferably attached to rail 88 by blind rivets,weld nuts, or studs. Gusset 86 is preferably spot welded to floorsection 80 and skirt 74 of rail 88.

FIGS. 8 and 9 depict assembly of intermediate module floors and sidewalls from roll form shaped panels 80/84, which are essentiallyidentical to one another in shape, although not in dimensions, hole andattachment point patterns. Roll form shaped panels 80/84 are essentiallyflat, rectangular panels, with one pair of opposite edges turned underand inwardly to from C-channels 90 along a pair of edges of the panels.The outside face of C-channels 90 perpendicular to the principal planeof the panels are brought adjacent one another as illustrated in FIG. 11and joints are formed by spot welding or self pierce riveting toadjacent C-channels 90 and to the frame rails 70 and 72. No bows arerequired for the body side walls or floor due to the strength providedby the cross sectional shape of the panels.

As described above, numerous combinations of intermediate sectionmodules are possible. FIGS. 10A and B illustrate possible configurationsfor a rear engine bus 102 and a conventional bus 104, respectively. Forboth busses the front and rear are marked “F” and “R”, respectively. Forrear engine bus 102 the forward most intermediate section is a passengerdoor module 42. Moving to the rear module 42 is followed by the first oftwo over wheel sections 40, two successive long main body modules 48,the second over wheel module 40, and two short main body modules 44.Conventional bus 104 has, moving from front to rear an auxiliary doorsection 46, two successive short main body sections 44, a long mainmodule 48, an overwheel module 40, another short main body section 44and, at the rear of bus 102, a passenger door section 42.

FIG. 12 illustrates a manufacturing flow process 200 for assembly of abus body utilizing body modules. Modules are assembled in fabricationcells dedicated to the particular module types. Historical data can beused to predict the number of each modules to make. The sub-assemblytypes can include a wheelwell module fabrication cell 202, a straightwall short length module fabrication cell 204, a straight wall longlength module fabrication cell 206, a front end module fabrication cell208, a rear end module fabrication module cell 210, an auxiliary doormodule fabrication cell 207 and a passenger door module fabrication cell209. Modules are not typically dedicated to a particular bus and can beheld until needed in a storage area 212. Once a plan 215 for a bus isreceived on the assembly floor, selection 214 of modules deliversmodules to a bus body assembly area 216. From body assembly the bus bodymoves to a roof assembly area 218, if required.

The invention provides for configuring custom busses from a minimalnumber of standardized modules.

While the invention is shown in only one of its forms, it is not thuslimited but is susceptible to various changes and modifications withoutdeparting from the spirit and scope of the invention.

1. A bus comprising: a chassis; and a body constructed from a pluralityof standardized body modules on the chassis, the standardized bodymodules being selected from a plurality of types of standardized bodymodules, the types of standardized body modules being pointable at morethan one longitudinal location on at least one kind of chassis, thetypes of standardized body modules including, an overwheel module, aseating hay module, an auxiliary door module, and a side well doormodule.
 2. A bus as set forth in claim 1, wherein the types of thestandardized body modules are provided in standard lengths, including atleast a longer length type and a shorter length type, the longer lengthtype being half again as long as the shorter length type.
 3. A bus asset forth in claim 2, further comprising: a standardized end cappositioned to close a rear end of the bus body.
 4. A bus as set forth inclaim 3, further comprising: a selected one from a set of standard frontend closures including a first for conventionally configured busses, asecond for rear engine busses and a third for front engine bussespositioned to enclose the body at its front end.
 5. A bus as set forthin claim 4, the standardized body modules further comprising: forwardand trailing edges turned inwardly to abut adjacent edges of one anotherwhen mounted end to end on the chassis.
 6. A bus as set forth in claim5, the standardized body modules further comprising flooring.
 7. A busas set forth in claim 6, the standardized body modules furthercomprising: framing for supporting a roof.
 8. A method of constructing abus bed, the method comprising the steps of: providing a bus chassis:providing a plurality of body intermediate section types, including; anover wheel section type, a side auxiliary exit type, a side well doortype, and a bay seating type; selecting a sub-combination ofintermediate section types which in number and intermediate section typeoccupy a predetermined length of the chassis when placed in longitudinalalignment; and attaching the sub-combination of intermediate sectiontypes in longitudinal alignment to the chassis.
 9. A method ofconstructing a bus body as set forth in claim 8, wherein theintermediate section types are provided in one of two lengths, thelonger length section type being half again as long as the shorterlength section type.
 10. A method of constructing a bus body as setforth in claim 9, further comprising the step of: providing astandardized end cap for closing an aft end of the bus body.
 11. Amethod of constructing a bus body as set forth in claim 10, furthercomprising the step of: providing a plurality of standard front endclosures Including a first for conventionally configured busses, asecond for rear engine busses and a third for front engine busses.
 12. Amethod of constructing a bus body as set forth in claim 11, furthercomprising the step of: closing the ends of the bus body with an end capand one of the front ends,
 13. A bus body comprising a combination oflongitudinal body sections selected from a plurality of types oflongitudinal body sections, the types of longitudinal body sectionsincluding a type adapted to fit on a chassis over wheels, a type havingan auxiliary side door, a type having a passenger boarding well and atype having parallel fixed side walls.
 14. A bus body as set forth inclaim 13, further comprising the types of longitudinal body sectionsbeing of first and second predetermined heights,
 15. A bus body as setforth in claim 14, further comprising first and second types ofdiffering length having parallel fixed side walls.
 16. A bus body as setforth in claim 15, further comprising end caps closing oppositelongitudinal ends of the bus body.
 17. A method of assembling bus bodiescomprising the steps of: defining a plurality of coherent modulesassociated with differing longitudinal sections of a passenger bus body;assembling a plurality of coherent modules for each of the differinglongitudinal sections; holding the plurality of assembled coherentmodules in storage until needed to construct a customer specified busbody; drawing a combination of coherent modules suitable forconstructing the customer specified bus body and assembling thecombination on a chassis in an order to match the specified bus body.